CN214215794U - Rail vehicle chassis structure and rail vehicle - Google Patents
Rail vehicle chassis structure and rail vehicle Download PDFInfo
- Publication number
- CN214215794U CN214215794U CN202022119845.6U CN202022119845U CN214215794U CN 214215794 U CN214215794 U CN 214215794U CN 202022119845 U CN202022119845 U CN 202022119845U CN 214215794 U CN214215794 U CN 214215794U
- Authority
- CN
- China
- Prior art keywords
- floor
- underframe
- thickness
- rail vehicle
- chassis
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Landscapes
- Body Structure For Vehicles (AREA)
Abstract
The utility model discloses a rail vehicle chassis structure, include chassis front end portion, chassis rear end portion, be used for connecting the first floor of chassis front end portion and chassis rear end portion, chassis front end portion, chassis rear end portion are located respectively first floor is at the both ends of length direction, and its structural feature is, chassis front end portion includes draw beam, anticreeper installation roof beam, the draw beam sets up along chassis width direction, anticreeper installation roof beam is located the front end below of draw beam, and with the draw beam is connected. The chassis front end part is equipped with anticreeper installation roof beam and draw beam, and the coupling is installed in the front end middle part of draw beam, and the anticreeper is installed in the front end middle part of anticreeper installation roof beam, through arranging of the relative position of draw beam and anticreeper installation roof beam, and coupling and anticreeper are installation from top to bottom, and both installation space is abundant, avoids interfering completely.
Description
Technical Field
The utility model relates to a rail vehicle makes technical field, specifically is a rail vehicle chassis structure and rail vehicle.
Background
The heights of the stations are different in different countries, and the heights of the stations of a plurality of foreign light rail lines are reduced more than those of the stations in China, so that the floor surface of the vehicle is low, and the design space of the underframe of the vehicle body is very limited; however, the requirement for light weight of the vehicle body is high, and the problem of insufficient design space cannot be solved by adopting the design of replacing carbon steel or stainless steel with aluminum alloy. In addition, the user also puts higher requirements on the strength and the safety of the vehicle body, the strength of the vehicle body is required to be improved from an EN 12663 standard P-IV grade to a P-III grade, and the collision safety is required to be improved from an EN15227 standard C-IV grade to a C-II grade.
At present, in order to meet the requirements of small curve passing performance and limit, the narrowing angle of the front end of many foreign vehicles is large, so that when the vehicles pass through a curve track, the swing angle of the car coupler is large, and if anti-creepers are placed on two sides of the front end of a car body, the car coupler can generate interference during movement. And should higher and higher collision security requirement, need set up coupling and anti-creep energy-absorbing device simultaneously at the automobile body front end, if the front end coupling is not the energy-absorbing (folding coupling), then need be equipped with the longer anti-creep energy-absorbing device of compression stroke, and the mounting means that the anticreeper that currently generally adopts is located the coupling both sides needs the horizontal installation space of automobile body front end sufficient, so can't adapt to the great vehicle of front end angle of receipts.
Meanwhile, many vehicles adopt a scheme of grooving the floor of the underframe in the range of the moving area of the bogie so as to avoid the problem of interference of the bogie, the scheme not only destroys the integrity of the floor, but also can not meet the design requirement of the strength of the vehicle body, and the requirement of high comfort of users is more difficult to meet.
How to satisfy the small curve and pass through the requirement that accords with collision security when the performance is good to solve the rail vehicle bogie interference problem of low floor lightweight structure and accord with the travelling comfort requirement is the difficult problem that technical personnel in this technical field need to solve at present.
SUMMERY OF THE UTILITY MODEL
The utility model aims to solve the technical problem that, it is not enough to prior art, provide a rail vehicle chassis structure and rail vehicle, this rail vehicle chassis structure and rail vehicle make the creativity of anti-creep energy-absorbing device and coupling device arrange under the big condition in vehicle front end angle of receipts, and the installation of the two and motion space are abundant and mutually noninterfere, make the automobile body have the high security performance of anticollision when the train bumps.
In order to solve the technical problem, the utility model discloses the technical scheme who adopts is:
the utility model provides a rail vehicle chassis structure, includes chassis front end portion, chassis rear end portion, is used for connecting the first floor of chassis front end portion and chassis rear end portion, chassis front end portion, chassis rear end portion are located respectively first floor is at length direction's both ends, chassis front end portion includes the draw beam, the draw beam sets up along chassis width direction, and its structural feature is, chassis front end portion still includes the anticreeper installation roof beam, the anticreeper installation roof beam is located the front end below of draw beam, and with the draw beam is connected.
On one hand, when a vehicle is in collision, the mounting beam of the anti-creeper has enough strength and rigidity and can be used as a main bearing structure of collision force; on the other hand, the front end below at the draw beam is established to the anticreeper installation roof beam, makes the anticreeper can install in the front end middle part of anticreeper installation roof beam to only need arrange one anticreeper (changed the scheme that needs arrange two anticreepers in both sides among the prior art), and coupler and anticreeper are upper and lower installation, and both installation space is abundant, avoids interfering completely. The utility model discloses a design of anticreeper installation roof beam to and arranging of the relative position of anticreeper installation roof beam and draw beam, the coupling is installed in the front end middle part of draw beam, and the anticreeper is installed in the front end middle part of anticreeper installation roof beam, makes coupling and anticreeper install one on the other, has solved the problem of coupling interference when moving with the anticreeper, and the main bearing structure of collision power is regarded as to the anticreeper installation roof beam simultaneously, makes the automobile body have anticollision high security performance when the train bumps.
Furthermore, the junction of the mounting beam of the anti-creeper and the traction beam is also provided with a traction beam reinforcing rib, and the traction beam reinforcing rib is positioned in the middle of the traction beam in the width direction of the underframe. The designed position and shape of the reinforcing rib of the traction beam can share the stress of the traction beam and the mounting beam of the anti-creeper, and the stress concentration position is transferred to the base material area of the arc corner from the welding line, so that the safety of the vehicle is improved.
Further, the front end part of the underframe further comprises a second floor and a first end assembly, wherein the second floor is fixedly connected to the lower part of the first end assembly and is connected with the first floor; the first end assembly is connected with the towing beam, the plate body main body of the second floor is provided with a first thickness, the joint of the edge of the second floor and the underframe boundary beam is provided with a second thickness, and the first thickness is smaller than the second thickness. The second floor adopts the variable cross-section design, and the thickness of the second floor in the moving area of the bogie is reduced, so that the interference with a vehicle body during the movement of the bogie can be effectively avoided, the integrity of the floor is kept, and the rigidity of the vehicle body floor and the sound insulation performance of the vehicle are improved compared with the local grooving of the floor.
Further, the first end assembly comprises a first longitudinal beam and a first cover plate, the first longitudinal beam is used for connecting the first floor and the first end assembly, the number of the first longitudinal beam is 2, the first cover plate is connected between the 2 first longitudinal beams, and the plate body of the first cover plate has a third thickness, and the third thickness is smaller than the first thickness. A frame structure is formed between the first longitudinal beam and the first cover plate, the first cover plate is made of a plate with the thickness smaller than that of the second floor, the interference of a bogie motor is effectively avoided while the strength is guaranteed, and a path is provided for wiring and pipe distribution.
Furthermore, the first end assembly further comprises a sleeper beam, the sleeper beam is arranged along the width direction of the underframe and connected with the first longitudinal beam and the first cover plate, and the opening position in the middle of the sleeper beam is higher than the opening positions on the two sides of the sleeper beam. The middle line of crossing of sleeper beam trompil position is higher, adapts to first apron, optimizes the wiring route, reserves more spaces for the bogie installation.
Furthermore, the first end assembly further comprises a buffer beam, the buffer beam is connected with the sleeper beam and the traction beam in the length direction of the underframe, and one end, close to the sleeper beam, of the buffer beam is provided with a concave structure. The utility model discloses a bogie truck, including bolster, bogie axle disc, buffer beam, bolster, and bolster.
Further, the rear end part of the underframe comprises a second floor and a second end assembly, and the second floor is fixedly connected to the lower part of the second end assembly and is connected with the first floor; the main body of the second floor board is provided with a first thickness, the joint of the edge of the second floor board and the edge beam of the underframe is provided with a second thickness, and the first thickness is smaller than the second thickness; the second thickness is the same as a thickness of the first floor. The second floor of chassis rear end portion adopts variable cross section design equally, and the thickness of both sides is unanimous with the thickness of first floor to guarantee that the connected mode of floor and chassis boundary beam is unanimous, the short thickness attenuate of second floor in the bogie motion region, can effectively avoid interfering with the automobile body when the bogie motion, kept the integrality on floor simultaneously, compared in the local fluting in floor and improved the rigidity and the vehicle sound insulation performance on automobile body floor.
Further, the second end assembly comprises a cross beam, a second longitudinal beam and a second cover plate, the second floor is connected with the first floor through the cross beam, the second longitudinal beam is used for connecting the cross beam with the second end assembly, the number of the second longitudinal beam is 2, the second cover plate is connected between the 2 second longitudinal beams, the plate body of the second cover plate has a fourth thickness, and the fourth thickness is smaller than the first thickness. A frame structure is formed between a second longitudinal beam and a second cover plate which are positioned at the rear end part of the underframe, the second cover plate is made of a plate with the thickness smaller than that of the second floor, the interference of a bogie motor is effectively avoided while the strength is ensured, and a path is provided for wiring and pipe distribution.
Furthermore, rail vehicle chassis structure still includes chassis boundary beam, chassis boundary beam has 2, 2 chassis boundary beam connects respectively two lateral surfaces on the length direction on first floor, chassis front end portion still includes the floor tie-beam, the second floor passes through the floor tie-beam with first floor is connected. The structure of the floor coupling beam well accomplishes the transition of the first floor and the second floor.
Based on the same invention concept, the utility model also provides a rail vehicle:
the rail vehicle comprises a vehicle body and a cab, wherein the cab is positioned at the front end of the vehicle body, and the rail vehicle chassis structure is characterized in that the rail vehicle chassis structure is positioned at the bottom of the vehicle body and connected with the cab.
Compared with the prior art, the utility model discloses the beneficial effect who has is:
1) the utility model discloses a rail vehicle chassis structure and rail vehicle receive under the big condition in angle at the vehicle front end, the creativity of anti-creep energy-absorbing device and coupling device is arranged, make the installation of the two abundant and mutually noninterfere with the motion space, it is located the center to have solved the coupling well, the anti-creep ware is located the not enough problem of the horizontal installation space of both sides scheme, anti-creep ware installation roof beam has sufficient intensity and rigidity simultaneously, can regard as the main bearing structure of collision power, make the automobile body have anticollision high security performance when the train bumps.
2) The utility model discloses a rail vehicle chassis structure and rail vehicle bear the transmission of longitudinal force through the overall structure that sleeper beam, first longeron, crossbeam, second longeron are constituteed, have guaranteed chassis structure's intensity and rigidity simultaneously.
3) The utility model discloses a rail vehicle chassis structure and rail vehicle pass through the variable cross section design on second floor, interfere with the automobile body when having avoided the bogie motion, compare in the scheme of digging groove on the floor more have the superiority, have not only kept the integrality on floor, have also guaranteed floor rigidity and sound insulation performance, and weight is also lighter.
4) The utility model discloses a rail vehicle chassis structure and rail vehicle pass through longeron and the frame construction design that the apron formed, cover plate and replace recessed structural optimization design etc. of section bar, sleeper beam's line trompil position design, bumper beam with panel, have optimized the wiring route, have reserved more spaces for the installation and the motion of bogie, have still guaranteed the structural strength of chassis simultaneously.
5) The utility model discloses a rail vehicle chassis structure and rail vehicle have intensity, rigidity big when the adaptation is low floor face and is avoided the bogie to interfere, the lightweight, technical characterstic that the travelling comfort is good.
Drawings
In order to illustrate the technical solutions of the embodiments of the present invention more clearly, the drawings of the embodiments will be briefly described below, and it should be apparent that the drawings in the following description only relate to some embodiments of the present invention and are not intended to limit the present invention.
Fig. 1 is a schematic structural diagram of the underframe structure of the rail vehicle according to the present invention.
Fig. 2 is a schematic structural view of the front end portion of the underframe according to the present invention.
Fig. 3 is the installation schematic diagram of the anti-creeper and the car coupler of the utility model.
Fig. 4 is a side view of the installation of the anti-creeper and coupler of the present invention.
Fig. 5 is a schematic view of the installation section of the first floor and the side beam of the bottom frame of the present invention.
Fig. 6 is a schematic view of the installation section of the second floor and the side beam of the bottom frame of the present invention.
Fig. 7 is a schematic sectional view of the connection between the first floor and the second floor according to the present invention.
Fig. 8 is a schematic view of the installation section of the longitudinal beam and the cover plate of the present invention.
Fig. 9 is a schematic view of the thread through hole of the sleeper beam of the present invention.
Fig. 10 is a schematic structural view of the bumper beam according to the present invention.
Fig. 11 is a schematic structural view of the railway vehicle of the present invention.
Reference numerals:
1-a chassis front end portion; 2-a chassis rear end portion; 3-a first floor; 4-underframe edge beam; 5-a second floor; 6-vehicle body; 7-a driver cab; 8-rail vehicle underframe structure; 9-a car coupler; 10-an anti-creeper;
11-a first end assembly; 12-floor connecting beam; 13-a draft sill; 14-an anti-creeper mounting beam; 15-draft sill reinforcing ribs;
21-a second end assembly;
111-a first stringer; 112-a first cover plate; 113-bolster; 113 a-intermediate aperture position; 113 b-both sides open position; 114-a bumper beam; 114 a-a recessed structure;
211-a cross beam; 212-a second stringer; 213-second cover plate.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the drawings of the embodiments. It is to be understood that the embodiments described are only some of the embodiments of the present invention, and not all of them. All other embodiments, which can be obtained by a person skilled in the art without any inventive work based on the described embodiments of the present invention, belong to the protection scope of the present invention. It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict.
Unless defined otherwise, technical or scientific terms used herein shall have the ordinary meaning as understood by those of ordinary skill in the art to which the invention belongs. The use of "first," "second," and similar terms in the description herein do not denote any order, quantity, or importance, but rather the terms are used to distinguish one element from another. The word "comprising" or "comprises", and the like, means that the element or item listed before the word covers the element or item listed after the word and its equivalents, but does not exclude other elements or items. "upper", "lower", "left", "right", and the like are used merely to indicate relative positional relationships, and when the absolute position of the object being described is changed, the relative positional relationships may also be changed accordingly. The terms "connected", "connected" and "fixed" should be interpreted broadly, e.g., as a fixed connection, a detachable connection, or an integral part; may be directly connected or indirectly connected through an intermediate. In the description of the present invention, "a plurality" means two or more unless specifically limited otherwise.
At least one embodiment of the utility model provides a rail vehicle chassis structure, as shown in fig. 1, including chassis front end portion 1, chassis rear end portion 2, be used for connecting the first floor 3 of chassis front end portion 1 and chassis rear end portion 2, chassis front end portion 1, chassis rear end portion 2 are located respectively first floor 3 combines fig. 3, fig. 4 at length direction's both ends, chassis front end portion 1 includes draw beam 13, anticreeper installation roof beam 14, draw beam 13 sets up along chassis width direction, anticreeper installation roof beam 14 is located draw beam 13's front end below, and with draw beam 13 is connected. The front end part 1 of the underframe is provided with an anti-creeper mounting beam 14 and a draw beam 13, a car coupler 9 is mounted in the middle of the front end of the draw beam 13, an anti-creeper 10 is mounted in the middle of the front end of the anti-creeper mounting beam 14, the arrangement of the relative positions of the draw beam 13 and the anti-creeper mounting beam 14 is realized, namely, the anti-creeper mounting beam 14 is positioned between the draw beam 13 and a floor positioned at the front end of the underframe, the draw beam 13 is positioned at the rear end of the anti-creeper mounting beam 14, the car coupler 9 and the anti-creeper 10 are mounted up and down, and the mounting spaces of the two are abundant and avoid interference completely.
On one hand, when the vehicle is in collision, the mounting beam 14 of the anti-creeper has enough strength and rigidity to be used as a main bearing structure of collision force; on the other hand, the anticreeper installation beam 14 is established in the front end below of draw beam 13, makes the anticreeper 10 can install in the front end middle part of anticreeper installation beam 14 to only need arrange one anticreeper 10 (changed the scheme that needs to arrange two anticreepers in both sides among the prior art), and coupler 9 and anticreeper 10 are installation from top to bottom, both installation space is abundant, the problem of taking place the interference with the anticreeper when having solved the coupler motion, make the automobile body have anticollision high security performance when the train bumps simultaneously.
It should be noted that, when chassis structure was in the in-service use, was the below installation equipment such as hook, anticreeper of chassis, the utility model discloses an in the specification and the specification attached drawing for the concrete structure of convenient show and explanation chassis, and overturn chassis structure from top to bottom, overturn the one side that is used for erection equipment with the chassis below to the top to be convenient for description and explanation. Thus, the state described herein is not the state when the undercarriage structure is mounted to the vehicle body, and when the absolute position of the undercarriage structure is changed, the relative positional relationship of the coupler and the anti-creeper should be changed accordingly.
Furthermore, a draft sill reinforcing rib 15 is further arranged at the joint of the draft sill 13 and the mounting beam 14 of the anti-creeper, and the draft sill reinforcing rib 15 is located in the middle of the draft sill 13 in the width direction of the underframe. The designed position and shape of the draft sill reinforcing rib 15 can share the stress of the draft sill 13 and the mounting beam 14 of the anti-creeper, and the stress concentration position is transferred from the welding line to the base material area of the arc corner, so that the safety of the vehicle is improved.
With reference to fig. 1 and 2, the underframe front end part 1 further comprises a second floor 5 and a first end component 11, wherein the second floor 5 is fixedly connected to the lower part of the first end component 11 and is connected with the first floor 3; the first end assembly 11 is connected to the draft sill 13.
With reference to fig. 5, 6 and 7, the main body of the second floor 5 has a first thickness, and the joint between the edge of the second floor 5 and the underframe edge beam 4 has a second thickness, and the first thickness is smaller than the second thickness; the second thickness is the same as the thickness of the first floor panel 3. The second floor 5 adopts the variable cross section design, and the thickness of both sides is unanimous with the thickness on first floor 3 to guarantee that the connected mode of floor and chassis boundary beam 4 is unanimous, the thickness attenuate on second floor 5 in the bogie motion region, interfere with the automobile body when can effectively avoiding the bogie motion, kept the integrality on floor simultaneously, compare in the local fluting in floor and improved the rigidity and the vehicle sound insulation performance on automobile body floor.
Referring to fig. 8, the first end assembly 11 includes a first longitudinal beam 111 and a first cover plate 112, the first longitudinal beam 111 is used for connecting the first floor panel 3 and the first end assembly 11, the number of the first longitudinal beams 111 is 2, the first cover plate 112 is connected between 2 first longitudinal beams 111, and the plate body of the first cover plate 112 has a third thickness, and the third thickness is smaller than the first thickness. A frame structure is formed between the first longitudinal beam 111 and the first cover plate 112, the first cover plate 112 is made of a plate with the thickness smaller than that of the second floor 5, the interference of a bogie motor is effectively avoided while the strength is ensured, and a path is provided for wiring and pipe arrangement.
With reference to fig. 9, the first end assembly 11 further includes a bolster 113, the bolster 113 is disposed along the width direction of the underframe and connected to the first longitudinal beam 111 and the first cover plate 112, and an opening position 113a in the middle of the bolster 113 is higher than opening positions 113b on both sides of the bolster 113. The middle of the sleeper beam 113 is higher in the position 113a of the wire passing opening, so that the first cover plate 112 is adapted to, the wiring path is optimized, and more space is reserved for installing the bogie.
With reference to fig. 10, the first end assembly 11 further includes a bumper beam 114, the bumper beam 114 connects the bolster 113 and the traction beam 13 in the longitudinal direction of the underframe, and one end of the bumper beam 114 close to the bolster 113 has a concave structure 114 a. The bumper beam 114 is designed with a certain inclination/slope, and the end close to the sleeper beam is not horizontal but has a concave structure 114a, so that sufficient movement space is provided for the bogie, the interference of a bogie shaft disc and the bumper beam when the bogie moves can be avoided, meanwhile, the bumper beam 114 is not required to be locally dug, and the integrity and the structural strength of the bumper beam 114 are ensured.
Referring to fig. 1, the rear chassis end portion 2 includes a second floor 5 and a second end assembly 21, wherein the second floor 5 is fixedly connected to a lower portion of the second end assembly 21 and is connected to the first floor 3; the main body of the second floor 5 has a first thickness, the joint of the edge of the second floor 5 and the underframe edge beam 4 has a second thickness, and the first thickness is smaller than the second thickness; the second thickness is the same as the thickness of the first floor panel 3.
Further, the second end assembly 21 includes a cross beam 211, a second longitudinal beam 212, and a second cover plate 213, the second floor panel 5 is connected to the first floor panel 3 through the cross beam 211, the second longitudinal beam 212 is used to connect the cross beam 211 and the second end assembly 21, the number of the second longitudinal beams 212 is 2, the second cover plate 213 is connected between 2 of the second longitudinal beams 212, and a plate body of the second cover plate 213 has a fourth thickness, and the fourth thickness is smaller than the first thickness. Preferably, the fourth thickness is the same as the third thickness, so that the second cover plate 213 and the first cover plate 112 are consistent and bogie interference is avoided.
Further, rail vehicle chassis structure still includes chassis boundary beam 4, chassis boundary beam 4 has 2, 2 chassis boundary beam 4 connects respectively in two lateral surfaces on the length direction on first floor 3. The underframe front end part 1 also comprises a floor connecting beam 12, and the second floor 5 is connected with the first floor 3 through the floor connecting beam 12. The structure of the floor coupling beam 12 well accomplishes the transition of the first floor 3 and the second floor 5.
Based on the same inventive concept, the utility model discloses still provide a rail vehicle, as shown in fig. 11, including automobile body 6, cab 7 is located the front end of automobile body 6, still includes as before rail vehicle chassis structure 8, and its structural feature is that rail vehicle chassis structure 8 is located the bottom of automobile body 6, and with cab 7 is connected.
The utility model discloses a rail vehicle chassis structure and rail vehicle receive under the big condition in angle at the vehicle front end, and the creativity of anti-creep energy-absorbing device and coupling device is arranged, makes the installation of the two abundant and mutually noninterfere with the motion space, has solved the coupling well and has been located the center, and the anti-creep ware is located the not enough problem of the horizontal installation space of both sides scheme, makes the automobile body have the high security performance of anticollision when the train bumps. Meanwhile, due to the variable cross-section design of the second floor, the interference of the bogie with a vehicle body during movement is avoided, and the floor has advantages compared with a scheme of digging grooves on the floor, not only is the integrity of the floor maintained, but also the rigidity and the sound insulation performance of the floor are ensured, and the weight is lighter.
The above-mentioned embodiments are illustrative and should not be construed as limiting the scope of the invention, which is defined by the appended claims, and all modifications of the equivalent forms of the present invention which are obvious to those skilled in the art after reading the present invention.
Claims (10)
1. A rail vehicle underframe structure comprises an underframe front end part (1), an underframe rear end part (2) and a first floor (3) used for connecting the underframe front end part (1) and the underframe rear end part (2), wherein the underframe front end part (1) and the underframe rear end part (2) are respectively positioned at two ends of the first floor (3) in the length direction, the underframe front end part (1) comprises a traction beam (13), and the traction beam (13) is arranged in the underframe width direction, and the rail vehicle underframe front end part (1) further comprises an anti-creeper mounting beam (14), and the anti-creeper mounting beam (14) is positioned below the front end of the traction beam (13) and is connected with the traction beam (13).
2. The rail vehicle underframe structure according to claim 1, wherein a draft sill reinforcing rib (15) is further provided at the joint of the draft sill (13) and the mounting beam (14) for the anticreeper, and the draft sill reinforcing rib (15) is located at the middle position of the draft sill (13) in the underframe width direction.
3. The rail vehicle underframe structure of claim 1, wherein the underframe front end portion (1) further comprises a second floor (5), a first end assembly (11), the second floor (5) being fixedly connected to a lower portion of the first end assembly (11) and being connected to the first floor (3); the first end assembly (11) is connected with the traction beam (13); the main body of the second floor (5) is provided with a first thickness, the joint of the edge of the second floor (5) and the underframe boundary beam (4) is provided with a second thickness, and the first thickness is smaller than the second thickness.
4. The rail vehicle underframe structure of claim 3, wherein the first end assembly (11) comprises a first longitudinal beam (111) and a first cover plate (112), the first longitudinal beam (111) being used for connecting the first floor (3) and the first end assembly (11), wherein the first longitudinal beam (111) has 2, and the first cover plate (112) is connected between the 2 first longitudinal beams (111), and wherein the body of the first cover plate (112) has a third thickness, and wherein the third thickness is smaller than the first thickness.
5. The rail vehicle underframe structure of claim 4, wherein the first end assembly (11) further comprises a bolster (113), the bolster (113) is arranged along the underframe width direction and is connected with the first longitudinal beam (111) and the first cover plate (112), and the opening position in the middle of the bolster (113) is higher than the opening positions on both sides.
6. The rail vehicle undercarriage structure according to claim 5, wherein the first end assembly (11) further comprises a bumper beam (114), the bumper beam (114) connecting the bolster beam (113) and the trailing beam (13) in the undercarriage length direction, the bumper beam (114) having a recessed structure at an end adjacent to the bolster beam (113).
7. The rail vehicle underframe structure of claim 1, wherein the underframe rear end portion (2) comprises a second floor (5), a second end assembly (21), the second floor (5) being fixedly connected to a lower portion of the second end assembly (21) and being connected to the first floor (3); the main body of the second floor (5) is provided with a first thickness, the joint of the edge of the second floor (5) and the underframe boundary beam (4) is provided with a second thickness, and the first thickness is smaller than the second thickness; the second thickness is the same as the thickness of the first floor panel (3).
8. The rail vehicle underframe structure of claim 7, wherein the second end assembly (21) comprises a cross member (211), a second longitudinal member (212), and a second cover plate (213), the second floor (5) being connected to the first floor (3) via the cross member (211), the second longitudinal member (212) being used to connect the cross member (211) to the second end assembly (21), the second longitudinal member (212) having 2, 2 of the second longitudinal members (212) connecting the second cover plate (213) therebetween, the second cover plate (213) having a plate body with a fourth thickness, the fourth thickness being smaller than the first thickness.
9. The rail vehicle underframe structure of claim 1, further comprising underframe edge beams (4), wherein the number of the underframe edge beams (4) is 2, the 2 underframe edge beams (4) are respectively connected to two outer side faces in the length direction of the first floor (3), the underframe front end portion (1) further comprises a floor connecting beam (12), and the second floor (5) is connected with the first floor (3) through the floor connecting beam (12).
10. A rail vehicle comprising a vehicle body (6), a cab (7), said cab (7) being located at the front end of said vehicle body (6), and a rail vehicle chassis structure (8) according to any one of claims 1 to 9, wherein said rail vehicle chassis structure (8) is located at the bottom of said vehicle body (6) and is connected to said cab (7).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022119845.6U CN214215794U (en) | 2020-09-24 | 2020-09-24 | Rail vehicle chassis structure and rail vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022119845.6U CN214215794U (en) | 2020-09-24 | 2020-09-24 | Rail vehicle chassis structure and rail vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN214215794U true CN214215794U (en) | 2021-09-17 |
Family
ID=77674351
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202022119845.6U Active CN214215794U (en) | 2020-09-24 | 2020-09-24 | Rail vehicle chassis structure and rail vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN214215794U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115107815A (en) * | 2022-07-25 | 2022-09-27 | 中车青岛四方机车车辆股份有限公司 | Underframe structure and railway vehicle |
-
2020
- 2020-09-24 CN CN202022119845.6U patent/CN214215794U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115107815A (en) * | 2022-07-25 | 2022-09-27 | 中车青岛四方机车车辆股份有限公司 | Underframe structure and railway vehicle |
| CN115107815B (en) * | 2022-07-25 | 2024-02-23 | 中车青岛四方机车车辆股份有限公司 | Chassis structure and rail vehicle |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN112078619B (en) | Rail vehicle chassis structure and rail vehicle | |
| CN111976770B (en) | Rail vehicle automobile body chassis structure | |
| KR100904030B1 (en) | Rail vehicle and lifeguard apparatus | |
| EP3632766B1 (en) | End portion structure of hinged multiple unit train body chassis | |
| WO2018112684A1 (en) | Locomotive structure of railway vehicle | |
| CN212473461U (en) | Rail vehicle tip chassis structure and rail vehicle | |
| CN107878483B (en) | A kind of 100% low-floor tramcar body construction | |
| GB2567545B (en) | Rail vehicle body structure | |
| CN112026816B (en) | Underframe and railway vehicle | |
| CN112298229A (en) | Novel aluminum alloy subway vehicle body | |
| CN212447531U (en) | Novel aluminum alloy subway vehicle body | |
| CN214215794U (en) | Rail vehicle chassis structure and rail vehicle | |
| CN102619448A (en) | Vehicle door reinforcing structure for optimizing offset collision effect | |
| WO2025045077A1 (en) | Rubber-tyred train and bogie mounting structure | |
| CN211281021U (en) | End part bumper beam and railway vehicle | |
| CN212605118U (en) | EMUs automobile body front end structure of adaptation combined material locomotive installation | |
| CN210101633U (en) | Railway container flat car with low bearing surface | |
| CN214874824U (en) | Asymmetric sleeper beam | |
| CN111361592A (en) | Rail vehicle and vehicle body and end underframe thereof | |
| CN114670883A (en) | Train axle connecting unit and train | |
| CN110481584B (en) | Low-floor vehicle body underframe structure and tramcar | |
| CN209921321U (en) | Underframe of railway vehicle and mounting structure of lower hinge base of underframe | |
| CN211765565U (en) | Traction beam for suspended monorail train | |
| CN115009315B (en) | Front end underframe structure, car underframe and rail vehicle | |
| CN106114545B (en) | Low-floor articulated track vehicle bogie frame and bogie |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |